r62.6  1 

STATE  OF  NEW  YORK 

REPORT 

OF  THE 

Investigation  and  Study  of  the 
Route  of  the  Improved  Erie 
Canal  between  the  Cities 
of  Tonawanda  and 
Buffalo 

TRANSMITTED  TO  THE  LEGISLATURE  MARCH  6,  1918 


ALBANY 

J.  B.  LYON  COMPANY,  PRINTERS 
1918 


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1918 


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REPORT 


OF  THE 


Investigation  and  Study  of  the 
Route  of  the  Improved  Erie 
Canal  between  the  Cities 
of  Tonawanda  and 
Buffalo 


TRANSMITTED  TO  THE  LEGISLATURE  MARCH  6,  1918 


ALBANY 

J.  B.  LYON  COMPANY,  PRINTERS 
1918 


State  of  New  York 


No.  34 


IN  ASSEMBLY 

March  6,  1918 


Report  of  the  Investigation  and  Study  of  the  Route 
of  the  Improved  Erie  Canal  between  the 
Cities  of  Tonawanda  and  Buffalo 


To  the  Honorable , the  Speaker  of  the  Assembly , session  of  the 
Legislature  of  1918. 

Dear  Sir. — There  is  transmitted  herewith  the  report  of 
investigation  conducted  under  the  provisions  of  Chapter  743  of 
the  Laws  of  1917. 

Respectfully  yours, 

FRANK  M.  WILLIAMS, 

and  Surveyor. 


- iState  Engineer 



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REPORT 


Chapter  743  of  the  Laws  of  1917  authorized  ami  directed  an 
investigation  and  study  of  the  route  of  the  improved  Erie  canal 
between  the  cities  of  Tonawanda  and  Buffalo,  and  the  making  of 
surveys,  plans  and  estimates  of  cost  of  an  alternate  route.  The 
State  Engineer  and  Surveyor  and  the  Superintendent  of  Public 
Works  were  named  to  make  such  investigation  and  study  and  were 
directed  to  report  to  the  Legislature  on  the  following  points: 

(a)  As  to  the  suitability  and  safety  for  Barge  canal 
freight  carrying  craft  on  that  portion  of  the  Niagara  river 
lying  between  Tonawanda  and  Black  Bock  Harbor,  which, 
under  Chapter  147  of  the  Laws  of  1903  was  made  a portion 
of  the  route  of  the  Barge  canal. 

(b)  As  to  the  necessity  and  desirability  of  retaining  for 
navigation  purposes  that  portion  of  the  unimproved  Erie 
canal  from  its  junction  with  the  improved  Erie  canal  at 
Tonawanda  to  Black  Bock  Harbor,  in  addition  to  the 
Niagara  Biver  route. 

(c)  As  to  the  necessity  and  desirability  of  substituting 
the  route  of  the  present  Erie  canal  between  Tonawanda  and 
Black  Bock  Harbor  for  the  route  through  the  Niagara  river. 

(d)  As  to  the  advisability  and  desirability  of  improving 
the  portion  of  the  present  Erie  canal  from  the  junction  with 
the  improved  Erie  canal  at  Tonawanda  to  Black  Bock  Har- 
bor, and  the  widening  and  deepening  of  the  same  to  Barge 
canal  dimensions  as  specified  in  Chapter  147  of  the  Laws 
of  1903. 

(e)  As  to  the  advisability  of  substituting  such  improved 
route  for  the  Niagara  Biver  route. 

(f)  To  submit  an  estimate  of  cost  of  the  improvement  of 
the  present  unimproved  Erie  Canal  channel  between  Tona- 
wanda and  Black  Bock  Harbor,  including  the  construction 
of  necessary  locks,  bridges  and  other  structures. 


[3] 


4 


[Assembly 


This  report  will  discuss  the  above  points  in  the  order  given. 

(a)  From  the  Government  lock  at  Black  Bock  Harbor  to  the 
mouth  of  Tonawanda  creek  there  is  existing  in  the  Niagara  river 
a channel  maintained  by  the  Federal  Government,  21  feet  deep 
at  mean  low  water,  and  having  a minimum  width  of  400  feet. 
At  the  mouth  of  Tonawanda  creek  the  Government  has  provided 
and  maintains  a channel  at  least  16  feet  deep  at  mean  low  water 
and  with  minimum  width  of  400  feet  (except  through  bridges) 
to  a junction  with1  the  Barge  canal.  These  dimensions  being 
greater  than  those  required  by  the  Barge  canal  project,  the  ques- 
tion of  sufficiency  of  the  channel  does  not  arise.  Whether  or  not 
it  can  be  operated  on  by  barges  such  as  would  naturally  operate 
on  the  balance  of  the  Barge  canal  system  must  depend  therefore 
upon  other  elements.  The  Niagara  river  is  the  medium  through 
which  passes  into  Lake  Ontario  the  accumulated  waters  of  the 
western  four  of  the  Great  Lakes.  At  a distance  of  eleven  miles 
below  the  mouth  of  Tonawanda  creek  is  situated  Niagara  Falls. 
There  must  of  necessity  exist  a current  in  such  a stream  and  such 
current  would  vary  with  the  stage  of  Lake  Erie  and  would  unques- 
tionably be  somewhat  increased  when  a heavy  storni  from  the 
west  drives  the  waters  of  the  lake- into  the  head  of  Niagara  river. 

The  investigations  and  studies  upon  which  this  report  is  based 
include  public  hearings  held  in  the  city  of  Buffalo  and  at  Tona- 
wanda at  which  careful  inquiry  was  made  as  to  the  experience  of 
boat  operators  in  all  kinds  of  weather  between  Black  Bock  Harbor 
and  Tonawanda  during  the  navigation  season.  No  actual  experi- 
ence with  barges  designed  exclusively  for  the  Barge  canal  is,  of 
course,  as  yet  available.  It  was  developed,  however,  that  consider- 
able navigation  passes  up  and  down  that  portion  of  the  river  lying 
between  Black  Bock  and  Tonawanda,  including  at  times  present 
sized  Erie  Canal  boats. 

The  question  of  the  strength  of  currents  is  of  prime  import- 
ance to  Barge  Canal  traffic  inasmuch  as  it  has  a very  direct  bear- 
ing upon  the  cost  of  boat  operation  and  therefore  upon  freight 
rates.  A current,  the  stemming  of  which  makes  necessary  the 
over-installation  of  power  to  propel  barges  as  compared  with  the 
requirements  of  other  portions  of  the  canal,  becomes  a serious 
factor  in  canal  rates.  On  this  particular  section  of  channel  there 


No.  34] 


exists  but  little  data  on  the  subject  of  current.  The  Lake  Survey 
has  made  extensive  hydrographic  studies  of  the  river  and  has 
computed  discharges,  velocities  and  river  elevations,  but  the 
velocities  given  in  the  Government  reports  are  those  taken  in  the 
swift  current  around  Squaw  Island,  and  therefore  at  a point  not 
a part  of  the  channel  under  consideration.  Moreover,  the  mean 
velocities  given  are  not  significant  as  they  are  the  average  of  the 
channel  and  shore  sections  of  the  river,  while  navigators  are  con- 
cerned only  with  actual  currents  in  the  navigable  channel.  Gag- 
ings  were  therefore  made  by  the  State  Engineer’s  department  at 
twenty-three  points  between  Black  Rock  and  the  mouth  of  Tona- 
wanda  creek.  When  these  gagings  were  taken  the  water  level  of 
Lake  Erie  was  not  high  and  higher  velocities  would  occur  with 
higher  water  levels  in  the  lake.  Attempts  were  made  to  obtain 
gagings  at  a higher  lake  elevation  but  were  unsuccessful  except 
in  a limited  number  of  instances,  such  gagings  indicating  that 
an  increase  of  1 foot  in  the  lake  level  means  approximately  an 
increase  of  .2  miles  per  hour  in  current  velocity.  The  velocities 
taken  were  carefully  measured  by  current  meter,  and  the  results 
are  as  follows: 


Table  of  Current  Observations  in  Niagara  River 


Observations 

Water  surface 
Lake  Erie 

Velocity 
of  stream. 
Miles  per  hour 

1 

September  19,  1917 

574.3 

2 

S ept  ember  19,  1917 

574.3 

2.73 

3 

September  19,  1917 

574.3 

2.44 

4 

September  19,  1917 

574.3 

2.11 

5 

September  19,  1917 

574.3 

2.29 

6 

September  19,  1917 

574.4 

2.11 

7 

September  19,  1917 

574.4 

2.42 

8 

September  19,  1917 

574.4 

2.59 

9 

September  19,  1917 

574.4 

2.54 

10 

September  19,  1917 

574.4 

2.70 

11 

September  19,  1917 

574.4 

2.59 

12 

September  19,  1917 

574.4 

2.29 

13 

September  19,  1917 

574.3 

2.00 

14 

September  19,  1917 

574.3 

2.11 

15 

September  19,  1917 

574.3 

1.97 

f 


6 

[Assembly 

Observations 

Water  surface 
Lake  Erie 

Velocity 
of  stream. 
Miles  per  hour 

16 

September  19,  1917 

574.2 

2.24 

17 

September  19,  1917 

574.2 

2.06 

18 

September  19,  1917 

574.2 

1.96 

19 

September  19,  1917 

574.2 

2.02 

20 

September  19,  1917 

574.2 

2.13 

21 

September  19,  1917 

574.2 

1.68 

22 

September  19,  1917 

574.2 

1.34 

23 

September  19,  1917 

574.2 

1.30 

3 

October  30,  1917  (S.  W. 
gale  76  miles  per  hour.  . 

575.3 

2.54 

5 

October  30?  1917  (S.  W. 
gale  76  miles  per  hour)  . . 

575 . 2 

2.49 

7 

October  30,  1917  (S.  W. 
gale  7 6 miles  per  hour)  . . 

574.8 

2.50 

Station  No.  1 is  at  the  downstream  entrance  to  the  Govern- 
ment lock. 

Stations  Nos.  4,  5,  6,  7,  8 and  9 are  opposite  Strawberry 
Island. 

Stations  Nos.  10  and  11  are  opposite  Motor  Island. 

Stations  Nos.  12,  13  and  14  are  opposite  the  island  now  occu- 
pied by  the  Wickwire  Steel  Company. 

Station  No.  23  is  at  the  mouth  of  Ton  a wanda  creek. 

A chart  has  been  appended  showing  the  locations  of  these  cur- 
rent meter  readings. 

A study  of  the  above  table  indicates  that  the  maximum  velocity 
of  2.73  miles  per  hour  was  obtained  near  the  head  of  Straw- 
berry Island  and  that  the  velocities  between  that  point  and  the 
Wickwire  Steel  plant  range  from  this  maximum  down  to  two. 
miles  per  hour,  and  that  from  the  Wickwire  Steel  plant  to  Tona- 
wanda  creek  the  velocities  range  from  two  miles  per  hour  to  1.3 
miles  per  hour. 

Two  and  seventy-three  hundredths  miles  per  hour  current  veloc- 
ity is  not  an  impossible  current  against  which  to  tow.  The  barges 
operating  on  the  Barge  canal  must  he  propelled  hv  some  form  of 
mechanical  motive  power  and  if  such  motive  power  is  not 
sufficient  to  propel  the  power  boat  with  such  consorts  as  it  may 


No.  34] 


7 


be  designed  to  accommodate  at  a rate  of  at  least  six  miles  per 
hour  in  a channel  of  maximum  Barge  canal  depth  and  width,  it 
is  not  believed  that  such  power  boat  can  economically  operate 
on  the  Barge  canal  system.  From  the  data  available  and  the  evi- 
dence taken,  there  is  nothing  to  indicate  during  what  proportion 
of  each  navigation  season  the  current  in  that  portion  of  the 
channel  which  indicates  the*  highest  velocity  would  reach  a point 
which  would  make  navigation  against  it  impossible  or  impracti- 
cable. 

The  Erie  Barge  canal  will  be  open  for  Barge  canal  traffic  dur- 
ing the  next  navigation  season  and  it  will  be  possible  to  determine 
by  practical  experience  whether  or  not  the  periods  of  time  when 
it  may  be  impracticable  to  navigate  this  river  channel  between 
Tonawanda  and  Black  Bock  Harbor  are  appreciable  enough  to 
demand  an  ultimate  change  in  the  canal  route. 

(b)  It  is  recommended  that  the  present  unimproved  .Erie 
canal  lying  between  the  junction  with  the  Barge  canal  at  Tona- 
wanda and  Black  Bock  Harbor  be  retained  and  that  for  the 
present  the  existing  “ river  lock  77  at  Tonawanda  and  the  guard 
lock  at  Black  Bock  be  retained  and  operated ; and  that  in  order 
to  maintain  the  present  Erie  canal  water  level  in  this  section  for 
the  coming  season  a temporary  dam  be  constructed  across  the 
channel  at  a point  between  the  “ river  lock  77  and  the  Webster 
street  highway  bridge. 

(c)  It  is  not  recommended  that  at  this  time  a substitution 
of  the  so-called  “ inside  route 77  for  the  river  channel  route  be 
attempted.  Such  substitution,  to  be  effective,  would  necessitate 
the  immediate  reconstruction  of  the  “ inside  channel 77  and  its 
enlargement  to  Barge  canal  dimensions.  The  estimated  cost  of 
accomplishing  this  purpose  is  given  in  a subsequent  portion  of 
this  report,  but  until  such  time  as  the  demands  of  Barge  canal 
navigation  and  its  efficient  operation  demonstrate  that  the  route 
laid  down  by  the  Barge  Canal  Law  is  not  thoroughly  practicable, 
such  substitution  should  not  be  recommended.  Any  attempted 
substitutions  of  such  route  without  provision  for  its  enlargement 
would  be  ineffective  and  of  no  purpose,  as  owing  to  the  limited 
dimensions  of  the  “ inside  channel 77  and  its  limited  bridge  clear- 
ances, barges  designed  for  taking  advantage  of  the  much  larger 


8 


[Assembly 


dimensions  of  the  Barge  canal  proper  would  be  unable  to  success^ 
fully  navigate  this  channel  in  its  present  state,  particularly  if 
they  carried  loads.  However,  by  maintaining  the  present  water 
level  in  this  channel  and  the  two  locks,  as  recommended  above, 
present  sized  canal  boats  may  still  continue  to  operate  in  this 
stretch  of  canal  as  heretofore. 

(d)  For  reasons  noted  above,  it  is  not  recommended  that  the 
“ inside  route  ” or  present  canal  channel  from  Tonawanda  to 
Black  Bock  Harbor  be  enlarged  at  this  time  to  Barge  canal  dimen- 
sions. The  reservation  of  this  property  in  the  State,  however, 
will  permit  of  such  enlargement  should  the  demands  of  the  future 
make  it  desirable. 

(e)  This  point  has  already  been  disposed  of  under  “ c.” 

(f)  Under  the  requirement  of  the  law  which  calls  for  an  esti- 
mate of  cost  of  the  improvement  of  the  “ inside  route  ” including 
all  structures,  several  alternate  propositions  have  been  studied 
and  are  presented  herewith.  The  estimates  in  each  case  include 
the  necessary  right-of-way.  It  should  be  noted  that  these  esti- 
mates are  based  on  present  day  prices  for  construction  work  and 
may  be  subject  to  considerable  modifications  either  in  upward 
or  downward  direction,  depending  upon  the  time  at  which  any 
of  these  propositions  might  be  carried  into  effect : 

The  following  are  presented : 

Propositions  1 and  2,  high  level  lines,  Tonawanda  to  Black 
Rock. 

Proposition  3,  low  level  line,  Tonawanda  to  Black  Bock. 

Proposition  4,  high  level  line,  Black  Bock  to  foot  of  Rattle- 
snake Island. 

Proposition  5,  low  level  line,  Black  Bock  to  foot  of  Rattle- 
snake Island. 

Proposition  6,  high  level  line  Erie  canal  dimensions,  Tona- 
wanda to  Black  Rock;  clearing  out  channel  without  widening;  two 
Barge  canal  locks. 

The  length  of  the  line  under  any  of  the  above  propositions  is 
approximately  8 miles. 


No.  34] 


9 


Proposition  No.  1 

Under  Proposition  No.  1 it  is  proposed  to  build  a lift  lock  at 
Tonawanda  with  a water  surface  above  the  lock  of  570.0  for  the 
low  water  and  571.0  for  the  maximum  navigable  stage;  to  build 
a guard  lock  at  Black  Bock;  to  excavate  and  widen  the  channel 
between  Tonawanda  and  Black  Rock  to  Barge  canal  dimensions. 

Under  this  proposition  it  is  proposed'  to  use  a bottom  width  of 
75  feet  with  side  slopes  of  1 on  3 on  the  land  side  and  1 on  2 
•on  the  river  side,  and  for  a considerable  portion  of  the  length  to 
build  a low  concrete  wall  along  the  Niagara  river  raised  on  a 
•crib  docking.  The  spoil  taken  from  the  canal  to  be  placed  back 
of  the  river  wall  and  extend,  in  most  cases,  to  new  canal  prism. 

It  appears  that  the  United  States  Government  has  prescribed  a 
harbor  line  at  the  upper  section  under  consideration  beyond  which 
no  obstruction  can  be  placed  and  which  requires  that  no  filling 
shall  be  done  between  the,  existing  shore  and  the  harbor  line 
unless  a bulkhead  is  first  built  on  the  line.  This  harbor  line  is 
likely  to  be  extended  at  any  time  to  cover  the  entire  distance 
between  Black  Rock  and  Tonawanda.  For  the  foundation  of  the 
harbor  wall  a small  amount  of  dredging  will  be  necessary.  The 
•crib  would  extend  up  to  the  low  water  surface  of  the  river  and 
would  be  filled  with  stone  taken  possibly  from  the  spoil  banks 
along  the  Barge  canal  west  of  Lockport.  The  concrete  wall  need 
not  extend  more  than  10  feet  in  height  above  the  crib.  For  about 
2,000  feet  the  harbor  line  is  too  near  the  canal  to  afford  space 
for  the  prism  slope  and  a substantial  spoil  bank  back  of  the  wall. 
There  seems  to  be  no  reason  why  the  harbor  line  should  not  be 
thrown  slightly  toward  the  river  at  this  point  and  it  has  been 
assumed  that  such  a concession  could  be  secured  from  the  Govern- 
ment. With  a spoil  bank  of  fine  material  never  less  than  50  feet 
wide  at  the  top,  and  for  the  greater  part  wider  than  this,  and 
with  the  cribs  necessarily  sheeted  to  hold  the  stone  filling,  the 
seepage  from  the  canal  due  to  a maximum  head  of  4.5  feet  should 
be  small,  and  in  any  case  it  is  immaterial  as  the  supply  of  water 
from  Lake  Erie  is  ample. 

The  estimated  cost  of  carrying  this  proposition  into  effect  is 
$6,252,507. 


10 


[Assembly 


Proposition  Xo.  2 

Under  this  proposition  a lift  lock  would  be  built  at  Tonawanda 
and  a guard  lock  at  Black  Rock  as  by  Proposition  Xo.  1,  but 
for  a considerable  portion  of  the  distance  concrete  walls  would 
be  constructed  on  each  side  of  the  new  canal  prism  and  form 
the  sides  of  the  canal  channel. 

In  this  case  the  concrete  wall  is  designed  to  serve  the  structural 
purpose  and  the  spoil  is  held  waste.  It  is  deemed  advisable  to> 
drive  a steel  sheet  piling  cut-off  along  the  river  toe  of  the  wall 
near  the  river  which  would  prevent  undermining  by  floods  and 
could  be  used  for  cofferdam  purposes.  It  is  to  be  noted  that 
for  about  2,600  feet  this  wall  will  be  founded  on  rock.  The  wall 
would  constitute  a more  waterproof  barrier  than  any  of  the 
others,  and  it  appears  to  have  been  the  design  considered  in  the 
1900  estimate.  However,  in  1900  the  harbor  line  had  not  been 
established  and  the  requirement  of  a bulkhead  on  the  river  side 
probably  was  not  considered. 

The  estimated  cost  is  $6,121,798. 

Proposition  Xo  3 

Under  Proposition  Xo.  3 it  is  proposed  to  carry  the  normal 
Barge  canal  water  surface  from  Tonawanda  to  Black  Rock  and 
to  place  a lift  lock  at  Black  Rock.  The  canal  prism  would  be 
excavated  with  side  slopes  and  crib  type  of  walls  would  be  placed 
along  the  river  front  as  by  Proposition  Xo.  1. 

One  advantage  of  Proposition  Xo.  3 is  its  lower  water  sur- 
face elevation  which  enables  bridges  crossing  the  canal  to  be  at 
a lower  elevation  than  by  Propositions  Xos.  1 or  2. 

The  estimated  cost  by  this  proposition  is  $7,211,130,  due 
mainly  to  the  increased  amount  of  excavation. 


Proposition  Xo.  4 

Under  this  proposition  it  is  proposed  to  follow  the  Xiagara 
river  from  Tonawanda  to  what  was  formerly  the  foot  of  Rattle- 
snake Island,  a short  distance  down  the  river  from  the  Wick- 
wire  Steel  Company’s  plant;  to  place  a lock  just  west  of  the 


No.  34] 


11 

Wickwire  railroad  bridge  and  to  excavate  a short  canal  to  the 
present  Krie  canal  and  then  deepen  and  widen  the  krie  canal  to 
Black  Rock  and  place  a guard  lock  at  Black  Rock,  using  the  crib 
type  of  channel  retaining  walls  throughout. 

The  estimated  cost  is  $3,195,675* 


Proposition  No.  5 

This  proposition  is  the  same  as  No.  4 except  that  the  lift  lock 
would  be  placed  at  Black  Rock  and  the  canal  between  the  lift 
lock  and  the  foot  of  Rattlesnake  Island  would  be  excavated  to  a 
depth  that  would  give  12  feet  of  water  below  the  lowest  surface 
of  the  Niagara  river  at  the  foot  of  Rattlesnake  Island. 

The  estimated  cost  is  $3,619,563. 

Proposition  No.  6 

Under  Proposition  No.  6 it  is  proposed  to  build  a lift  lock  of 
Barge  canal  dimensions  at  Tonawanda;  to  deepen  the  present 
canal  to  provide  a depth  of  eight  feet  and  to  build  a new  guard 
lock  at  Black  Rock. 

The  estimated  cost  of  carrying  this  proposition  into  effect  is. 
$737,000. 

It  would  not  be  possible  to  deepen  this  section  more  than  to 
eight  feet  without  undermining  the  bridges  which  span  it  and 
rendering  unstable  the  retaining  walls  and  embankments  which 
bound  the  channel.  The  bridges  have  now  a clearance  of  eleven 
feet,  too  low  to  accommodate  light  barges  adapted  to  take  full 
advantage  of  the  Barge  canal  bridge  clearances  of  15V2  feet.  It 
is  estimated  that  to  adjust  them  to  the  greater  clearance  would 
cost  $400,000  as  most  of  them  would  not  stand  raising  but  would 
require  rebuilding. 

Should  this  be  done,  barges  loaded  to  somewhat  less  than  full 
capacity  could  navigate  this  channel  deepened  to  eight  feet,  but 
two  barges  would  be  unable  to  pass  each  other  in  a considerable 
portion  of  it. 

It  would  appear  that  to  attempt  to  deepen  the  channel  to  pro- 
vide for  more  than  eight  feet  of  water  would  require  so  great  an 


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expenditure  in  reconstruction  of  retention  walls  and  embank- 
ments, which  would  be  rendered  unstable,  as  to  make  it  desirable 
instead  to  adopt  one  of  the  five  propositions  above  described. 

Under  this  proposition,  the  lock  at  Tonawanda  would  be  located 
in  the  vicinity  of  Seymour  street  in  Tonawanda  and  it  is  recom- 
mended that  until  the  question  of  the  improvement  of  this  channel 
is  disposed  of,  the  bridge  across  the  present  canal  at  Main  street, 
Tonawanda,  be  retained  and  no  filling  be  permitted  in  the  channel 
between  the  proposed  temporary  dam  east  of  the  “ River  Lock  99 
and  Tonawanda  creek.  The  cost  of  a lock  of  Barge  canal  dimen- 
sions at  this  location  is  estimated  at  $330,000. 

Location  of  Tonawanda  Lock 

Several  studies  have  been  made  to  determine  the  best  location 
for  the  lock  at  Tonawanda.  It  has  been  suggested  that  it  be 
placed  at  Webster  street,  but  the  adopted  location  just  west  of 
Seymour  street  seemed  to  be  the  most  economical  and  to  serve  all 
purposes  better  than  any  of  the  other  locations. 

Spillway 

A new  concrete  spillway  with  a crest  of  50  feet  long  and  one 
sluice  gate  has  been  provided  for  at  practically  the  location  of  the 
present  spillway.  This  length  of  crest  is  considered  ample  to  take 
care  of  flood  flows  and  the  maximum  flow  in  the  canal. 

Retaining  Walls 

Through  Tonawanda  the  present  canal  lies  between  two  im- 
portant streets  and  the  available  space  for  widening  is  too  small 
to  avoid  the  reconstruction  of  expensive  walls  through  the  city. 
The  banks  are  high  and  their  support  during  construction  will 
constitute  a difficult  problem. 

At  Black  Rock  also  extensive  walls  are  required  to  avoid  the 
appropriation  of  too  costly  property.  The  difficulties  of  construc- 
tion there  are  not,  however,  as  great  as  at  Tonawanda. 


No.  34] 


13 


Guard  Lock 

The  proposed  Black  Rock  guard  lock  has  been  located  on  the 
site  of  the  existing  east  lock,  leaving  the  possible  space  for  the 
second  lock  to  the  westward  when  required.  Conditions  are  not 
favorable  for  shifting  this  location  north  or  south  so  as  to  utilize 
the  present  lock  as  a cofferdam. 

Bridges 

The  estimate  provides  for  rebuilding  completely  all  existing 
bridges  including  one  superstructure  which  has  been  removed. 
Six  of  these  bridges,  including  one  foot-bridge,  are  located  in  the 
country.  Of  the  remainder  three  are  in  Tonawanda  and  four  are 
in  Black  Rock.  A foot-bridge  at  Riverside  Park  would  be  re- 
built, using  the  trusses  which  formerly  carried  highway  traffic 
at  another  location  and  are  well  enough  preserved  to  last  some 
time  longer.  The  two  change  bridges  for  the  towpath  are  omitted 
as  are  the  three  railroad  bridges  and  all  industrial  spur  lines  and 
the  three  private  bridges  at  the  Wickwire  and  General  Electric 
Companies’  plants. 

For  most  of  these  railroad  and  private  bridges  revocable  per- 
mits have  been  issued,  and  it  is  thus  assumed  that  since  the 
State  will  not  require  new  land  at  the  site,  the  expense  of  any 
necessary  reconstruction  will  fall,  in  all  cases,  on  the  owner  of  the 
bridge.  Six  of  the  city  bridges  have  been  estimated  to  be  rebuilt 
with  concrete  floors  and  sidewalks. 


Sewers 

Two  large  cast-iron  sewers  (44  and  4 2 inches  in  diameter) 
now  pass  under  the  canal  at  Tonawanda,  and  two  water-pipes 
12  and  24  inches  in  diameter,  respectively.  Provision  is  made 
for  lowering  these,  but  it  is  marked  contingent  as  it  is  possible 
that  the  local  authorities  owning  the  sewers  and  water  mains 
should  rebuild  them. 

Power  Lines 

The  power  line  of  the  Niagara  Falls  Power  Company  follows 
the  east  canal  bank  throughout  most  of  the  distance.  Where  this 


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line  is  located  on  State  property  it  will  be  disturbed,  but  it  is  as- 
sumed that  the  cost  of  relocation  will  fall  on  the  company.  Where, 
however,  the  pole  line  lies  outside  the  State  blue  line,  an  effort 
has  been  made  to  locate  the  improved  canal  so  as  to  avoid  inter- 
ference with  the  poles.  It  is  thought  that  this  is  the  only  power 
line  affected  except  16  poles  of  the  General  Electric  Company 
which  are  now  on  State  land. 

Stream  Extrances 

Provision  for  protection  at  ten  stream  entrances  or  ditch  en- 
trances has  been  included  in  the  estimate. 

High  t-of-Way 

One  of  the  most  perplexing  features  of  this  improvement  is 
the  valuable  property  it  traverses.  The  operations  at  Tona wanda 
are  absolutely  restricted  to  the  present  narrow  limits,  and  at 
Black  Kock  adjoining  land  on  the  east  is  crowded  with  structures 
and  on  the  west  devoted  to  manufacturing  and  lumber  storage. 
The  latter  property  would  seem  likely  to  be  improved  by  grad- 
ing, but  interested  parties  give  no  encouragement  as  to  granting 
release.  It  is  intended  therefore  to  convey  the  excavated  material 
north  about  two  miles  where  it  may  be  spoiled. 

The  question  of  the  value  of  the  lands  has  been  reduced  largely 
to  determining  the  values  of  undeveloped  property  near  the 
Wickwire  and  the  General  Electric  Companies7  plants.  A con- 
tinued inquiry  leads  to  the  conclusion  that  the  $3,000  per  acre 
used  in  the  estimate  should  be  sufficient.  These  values  are  based 
on  manufacturing  possibilities.  A list  of  assessed  values  in  this 
locality  has  been  obtained. 

At  Black  Bock  lands  are  considered  too  valuable  to  appropriate 
for  spoiling  and  walls  have  been  designed  at  some  places  to 
avoid  even  minor  encroachments  thereon. 

At  Tonawanda  no  additional  land  will  be  required,  but  a suc- 
cession of  claimants  to  lands  between  canal  and  river  and  a 
study  of  the  grants  of  lands  under  water  indicate  that  there 
may  be  claims  along  these  locations  for  reimbursements. 


No.  34] 


15 


Table  Showing  Estimated  Cost  of  Improvement  of  the 
Erie  Canal  Between  Black  Rock  and  Tonawanda  by 


Various  Propositions. 

Proposition  No.  1 — High  level,  crib  type  walls.  . $0,^o&,h07 

Proposition  No.  2 — High  level,  crib  type  walls.  . 0,121, 798- 

Proposition  No.  3 — Low  level,  crib  type  walls.  . 7,211,130 

Proposition  No.  4 — Black  Rock  to  Rattlesnake 

Island,  high  level,  crib 

type  walls  3,19.5,675 

Proposition  No.  5 — Black  Rock  to  Rattlesnake 
Island,  low  level,  crib 

type  walls 3,619,563 

Proposition  No.  0 — High  level  plan,  Black  Rock 
to  Tonawanda,  present 
canal 737,000 

H.U1  <o73 


FRANK  M.  WILLIAMS, 

State  Engineer  and  Surveyor. 

W.  W.  WOTHERSPOON, 

Superintendent  of  Public  Works. 

March  4,  1918. 


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